Train consist



G. E. BOCK ET AL Dec. 23, 1958 TRAIN CONSIST 2 Sheets-Sheet 1 Filed March 16, 1956 3 1 a 5 @fim f 1 MWKK 9 6 W H @M m f w @w fiqJ Q MW M 3 mm w QM. m g Q g Q m Q QM swam 6%. mg & Q

Dec. 23, 1958 cs. E. BocK ET AL TRAIN CONSIST 2 Sheets-Sheet 2 Filed March 16, 1956 E B 00/14, Gui/dye,

United States TRAIN CONSIST Application March 16, 1956, Serial No. 571,862

12 Claims. (Cl. 105-3) The present invention relates generally to a new and improved train consist which includes the use of at least one self-supported car interconnected with a plurality of single axle cars which are of standardized design and capable of forming a train consist with the self-supported car which is adapted for bi-directional operation.

Recent efiorts in improving railway car construction have included the emphasizing of lightweight construction for high speed operation. In reducing the over-all weight of a complement of cars, considerable interest has been shown in the use of single axle cars which are interconnected with one another in load-bearing support by the use of load-bearing couplers. An example of a consist formed from cars of this type is that which includes the use of one or more interconnected three-car units. Each of the units includes the use of a center double axle car, one of the axles being located at each end of the car to impart self-support to the same. On each end of the self-supported car is permanently coupled a single axle car, each of these cars carrying its axle at the end furthermost from the center car. A train consist formed from units of this type will include either a single unit or a plurality of such units. As a result it is impossible to form a consist of a number of cars which is less than three or less or greater than a multiple of three. A situation of this nature is undesirable as the passenger requirements for a train formed from units of this type will not always correspond to the use of three cars or multiples thereof and it is often found that some of the cars are being unnecessarily used thereby increasing the operating costs for a particular train.

Train consists have been formed from a plurality of single axle cars which are interconnected with one another in load-bearing support by the use of load-bearing couplers. Trains of this nature are by necessity uni-directional in operation as it is necessary to utilize the locomotive at the coupler-supported end of the consist in load-bearing support of the axle-less end of the leading car.

These problems, namely, unitized consists and uni-directional operation, tend to unduly complicate the procedure of making upa train for a specific run and, for the sake of efiiciency, lightweight trains of the type now in use are generally restricted in their use for specified runs which from day to day require substantially the same passenger or freight capacity.

It is an object of the present invention to provide a new and improved train consist which is derived from the use of specially designed cars all of which may be standardized in the production thereof and which consist is readily" be derived from the use of not more than one self-sup ported car provided with identical forms of coupling members on the ends thereof and a plurality of partially self-supported cars which are identical in construction 'ice particularly with respect to the types of coupling members carried by the ends thereof, and which partially self-supported cars may be readilyinterconnected'with one another or in load-bearing relation with the selfsupported car at either end thereof to form a complement of cars of any specified number, each of the exposed ends of the consist resulting from such complement being adapted for interconnection with. a locomotive for bidirectional operation.

A further object is to provide a single axle car of simplified design and standardized features to allow full and eflicient use of a plurality of such cars in the making up of a train consist, which standardized features include simplification of coupling members and utility sources and connections to materially reduce over-all weight and cost of manufacture as well as aid in eliminating-improper interconnections between cars.

Still another object is to provide a lightweight train including the use of cars of improved design, which cars are readily adapted for low cost manufacture and are invention made in conjunction with the drawings wherein: Fig. 1 is a schematic showing of a train consist incorporating the principles of the present invention;

Fig. 2 is a schematic showing of a modified form of three-car unit which is adapted for use as a nucleus unit in forming a train consist having the same operational advantages as the consist shown in Fig. 1;.

Fig. 3 is a schematic showing ofamodified form of a standardized single axle car;

Fig. 4 is a schematic showing on an enlarged scale of an unconnected pair of the new andimproved standardized single axle cars of the present inventionillus trating the important structuralfeatures and advantages arising therefrom allowing such cars to be used with increased efficiency; and

Figs. 57 are schematic showings of diiferent consists which may be formed by usingthe improved single axlecar in combination with'the improved double axle unit. In Fig. 1 a general consist ltl is schematically shown illustrating a made-up train including the specially designed cars forming a part of the present invention. The train includesone double axle car ll whichis provided with two longitudinally spaced axles positioned Each ofthese cars 13 is provided with a single axle near one of its ends as indicated by the position of the wheels 17. As a result of the use of a single axle for each car 13, the cars are provided with a wheel-supported end and a coupler-supported end. The coupler-supported ends of the cars l 3:carry diaphragms 18 which are adequate for completely enclosing a passageway between interconnected cars. The wheel-supported ends of the cars 13 are provided with male coupling members 19 which are adapted to be received in female coupling members 20 of adjacent cars 13 carried at the opposite ends of the cars 13. As illustrated in Fig. 1, each of the cars 13 is standardized with respect to its male and As will subsequently be defemale coupler locations. The wheel-supported ends of these cars are provided with male coupling members 19 while the coupler-supported ends are provided with female coupling members 20. As each of the cars 13 is standardized in this respect, they must be interconnected with one another in a specified manner.

In o'rderto allow the cars 13 to be coupled at either end 'of the consist 10, the self-supported car 11 is provided at each of its ends with a male coupling member 19 for interconnection in load-bearing support with female coupler-carrying ends of the cars 13. By providing the car 11 with male coupling members 19 at each of its ends the standardized cars 13 interconnected therewith are always arranged to have their male coupler-carrying ends exposed for interconnection with additional cars 13 of similar design. As a result, starting from either end of the car 11, any number of cars 13 may be intercom nected with one another in load-bearing support and the exposed end of the furthermost car 13 will be supported by its single axle with its male coupler 19 exposed. Consequently, each of the exposed ends of the consist is self-supported and is provided with male couplers 19 for interconnection with a female coupler 20 carried by alocomotive 21. The diaphragms 18, being carried by the coupler-supported ends of the cars 13, allow the use of a single diaphragm to completely enclose a passageway: between adjacent cars and each diaphragm will always be positioned opposite the wheel-supported end-of an adjacent car which carries no diaphragm. The male and female coupling members 19 and 20 may be of any design, such as shown in Fig. 4 and to be described, as long as they are capable of cooperating in mating load-bearing relation with one another to provide support to the otherwise unsupported end of a connected car. I

The advantages of the particular design of cars 11 and 13 described inconnection with Fig. 1 are many. In a single train of any desired length including any desired number of cars, it is necessary merely to utilize one double axle car, such as the car 11, to provide a consist which is completely self-supporting without the necessity of load-bearing support from other means such as detachable dollies or locomotives. The use of a plurality of cars 13 which are substantially identical standardizes and materially simplifies manufacture of the cars, and the lightweight nature of the cars, primarily due to the elimination of an axle and its associated mounting mernbers, materially reduces the over-all expense of manufacture. The uniformity existing with respect to the type of coupling members used at either ends of the cars allows similar cars to be readily connected at either ends of the consist 10. As a result, any number of cars may be added to the consist without the necessity of adding additional self-supported cars 11.

While the consist 10 of Fig. 1 has been described as including a plurality of standardized cars 13 carrying at the wheel-supported ends thereof a male coupling member and at the coupler-supported ends thereof a female coupling member, the reverse of this arrangement also be used providing the reverse arrangement is uniformly applied to all of the single axle cars. Still further. shopconnected units may be formed if desired. To illustrate these modifications, reference is made to Figs. 2 and 3.

In Fig. 2, a three-car shop-connected unit is schematically shown as including a center self-supported car 22 which is provided with longitudinally spaced axles near each of the ends thereof similarly as described in connection with car 11 of Fig. 1'. The position of the axles of the car 22 are evidenced by the wheels 23 shown in the drawing. Car 22 is provided with weight-bearing flanges 24 at each of the ends thereof which are pin-connected to flanges 25 in load-bearing support of the unsupported ends of single axle cars 26. The single axle cars 26, similarly as the cars 13, carry diaphragms 27 at the coupler-supported ends thereof for enclosing the pas- 4 sageways between the interconnected cars 22 and 26. The single axles of the cars 26 are located near one end of each of the cars as evidenced by the positioning of the wheels 28. The three-car unit of Fig. 2 is provided at its ends thereof with female coupling members 29 of the type previously described.

Fig. 3 illustrates a single axle car 26 identical in construction to the cars 26 of Fig. 2 with the exception that the coupler-supported end of the car 26' is provided with a male coupling member 30. The wheel-supported end of the car 26 is provided with a female coupling member 29 and the coupler supported end thereof is provided with a diaphragm 27 of the type previously described. In comparing the cars 26 and 26' with the cars 13 it will be noted that the only difference existing between these cars is the reversed mounting of the male and female coupling members. This difference is illustrated for the purpose of fully bringing out an important feature of the present invention, namely, that the single axle cars manufactured should be standardized with respect to the features discussed above so as to provide a consist of any number of such cars being provided at the exposed ends thereof with the same type of cupling member whether it be male or female. The three-car unit of Fig. 2 is arranged to provide at each of its exposed ends a female coupling member for load-bearing mating with a male coupling member carried by the car 26 of Fig'. 3 at the unsupported end thereof or with a male coupling member carried by a loco-motive or other power means.

Uniformity in the manufacture of single axle cars,

either in the form shown in Fig. 1 or Fig. 3, provides standardization with a c c o rn p a n yi n g reduced cost. Furthermore, full and efiicient use of the single axle cars as compared with the use of conventional self-supported cars may be obtained in line with existing train yard facilities and train make-up procedures. No matter where the self-supported car, such as 11 or 22, is located in a complement of cars a single axle car may be connected to either of the exposed ends of the complement and the resulting consist will still be provided with a similar type of coupling member on each of its ends and, as a result, a locomotive may be placed at either end of the train thereby eliminating the necessity of using complicated switching train yard procedures and arrangements to accommodate a one-way train.

Fig. 4 illustrates additional advantages arising from the use of the type of single axle car above described in forming a consist of the type disclosed. In Fig. 4, two separated single axle cars 31 and 32 are shown in relation to one another for interconnection. Both of the cars 31 and 32 are provided with single wheel-carrying axles near one of the ends thereof as evidenced by the schematically shown wheels 33. The cars 31 and 32, as illustrated, are provided at their coupler-supported ends with a suitable type of female coupling member 34 which is provided with a centrally recessed portion 35 adapted to receive the male tongue 36 of a male coupling member 37 attached to the wheel-supported ends of each of the cars 31 and 32. The tongues 36 are mounted to the frames of the car bodies by any suitable means such as bolts 38 which are received through an aperture in one end of the tongues 36 and which further allow the tongues 36 to move laterally in an arcuate manner with respect to the frame of the car. The tongues 36 are received within the recess 35 of the female coupling member 34 and are attached to the female coupling member 34 by an insertable bolt 39, or any other suitable means, .received through an aperture in the tongue 36 to allow articulated movement between the respective cars for the cally illustrates a simplified form of electrical connecting means which may be used in the' manufacture of the cars 31 and 32. The car 32, at its wheel-supported end near the top central portion thereof carries an electrical connector 40 of the male plug variety. The couplersupported end of car 32 is provided with a female type connector 41 which is connected to the wiring system of the car 32 by cables 42. Similarly the wheelsupported end of the car 31 carries a male type electrical connector 40. The cables 42 are provided with sufficient slack so as to allow movement of the female connectors 41 toward the adjacent end of interconnected cars. The male electrical connectors 40 may be permanently secured to the ends of the car bodies and upon the inter connection of the cars 31 and 32 by means of the male and female coupling members 37 and 34, an interconnection of the electrical system of the two cars may also be brought about by connection of the male and female electrical connectors 40 and 41.

The important aspects of the above described feature reside in the great simplification of the electrical systems of the interconnected cars. The cars 31 and 32 are designed in such a manner that they may be interconnected only at specified ends thereof. As these cars are single axle cars, it is necessary to connect a couplersupported end of the car 32 to the wheel-supported end of the car 31. This allows the use of male and female type coupling members as well as male and female type electrical connectors. As a result, the positive and negative wiring of one car is always properly interconnected with the positive and negative wiring of an adjacent car. There is no danger of improperly interconnecting the wiring systems of the cars nor is it necessary to utilize special skill to establish the connection between cars. To further this last mentioned purpose, the electrical connectors 40 and 41 may be of any known type which are provided with means to insure proper aligning of the members such as a spaced tongue 4-3 to bring about proper interconnection between the positive and negative lead tongues 44 without relying on the use of skilled personnel. Under such circumstances, no special care need be taken in interconnecting two single axle cars as the connections with respect to the coupling members and the electrical connectors may only be made in a specified manner. While these advantages are present, it should also be borne in mind that the over-all utility of the single axle cars designed in conformance with the principles of the present invention is not at all reduced as each of these cars may be connected at either ends of the train as described in connection with Figs. 13.

Under the arrangement described with respect to the electrical connectors carried by the single axle cars, the double axle cars used in the consist must be provided at each of their ends with the same type of electrical connector. The coupler-supported ends of the two single axle cars connected to the ends of the double axle car may carry female connectors 41, as illustrated in Fig. 4. Therefore, the ends of the double axle car musteach carry a male connector 40. By the foregoing arrangement it may be readily apparent that each end of each car in the consist may carry the same type of coupling member and electrical connector of either the male or female variety. However, this arrangement may be reversed as long as the variation is consistent throughout the consist.

While the above advantage of standardization has dealt solely with the electrical system of the consist, it should be understood that all utilities used in operation of the consist may be interconnected between each of the cars in the same manner if desired. By utilizing mating coupling members in this manner, inter-car connections of utility lines will always be properly made. Furthermore, it is possible to reduce the number of utility sources in the consist particularly with respect to the electrical system. In conventional equipment it is often the case that each car carries its own sources of many of the locomotive and may be capable of servicing the entire consist. To avoid complicated wiring and further allow the double axle car to be positioned at any point in the consist including one of the ends thereof, the utility station located in the locomotive may be designed to service the cars intermediate the locomotive and the double axle car. The last car of the consist, which might be a locomotive or an observation car as shown in Figs. 5 and 6, may be provided with a utility station which services all of the cars from the end of the consist to the double axle car. The latter instance, of course, would apply where the double axle car is positioned toward the center of the consist. Either of these stations may also service the double" axle car. By utilizing two separate utility stations in this manner, each of the stations will be of a reduced capacity as they service only one-half of the consist. A reduction in capacity of each station produces a savings in initial cost and mainte nance. k h

Cars 31 and 32 of Fig. 4, at the coupler-supported ends thereof, are provided with diaphragms 45 for use in providing a protective enclosure to the passageways between interconnected cars. The diaphragm 45 of car 32 is partially broken away to fully illustrate the electrical connector 41. As previously mentioned, due to the design of the single axle cars, these cars can be interconnected with one another in only one relation, namely, a coupler-supported end connected to a wheel-sapported end. As a result, it is unnecessary for each end of a single axle car to carry a section of diaphragm for cooperation with a section of diaphragm carried by an end of an adjacent car. For full efficient use of diaphragms it is preferred that a single diaphragm capable of being expanded to completelyenclose the passageway between any two interconnected cars be carried by either the coupler-supported end or the wheel-supported end of the single axle car as long as the arrangement is consistently followed with respect to each car. Consequently, regard-- less of whether the single axle car is placed at the front of the train or the rear of the train, the diaphragm is in a position to be utilized. There is no waste of sectional diaphragms by non-use at either the exposed front end or rear end of a train consist.

Figs. 57 illustrate the adaptability of the use of stand ardized single axle cars in combination with a double axle car in forming different variations in train consists. In Fig. 5 a complete train 14 is illustrated as including a locomotive 46 leading a consist comprising two leading single axle cars 47, a double axle car 48, two following single axle cars 47 and an end locomotive 46. The double axle car 4%; is provided with a male coupling member 49 at each of its ends interconnected with female coupling members 50 carried by the coupler-supported ends of adjacent single axle cars 47. Each of the single axle cars 47 is provided with a male coupling member 49 at its wheel-supported end and a female coupling member Ell at its coupler-supported end. The locomotives 46 are each provided with a female coupling member 50 interconnected with an exposed male coupling member 49 at each end of the consist. Fig. 5 illustrates the use of locomotives 46 connected at both ends of the consist and the train 14 is, as a result, bi-directional in operation.

Fig. 6 illustrates a modified train 15 which utilizes a leading locomotive 51 followed by two single axle cars 52, a double axle car 53, one single axle car 52 and an observation car 54. Male coupling members 55 and female coupling members 56 are arranged as previously described in connection with Fig. 5 and the observation car 54 is provided with a female coupling member 56 similarly to the locomotive 51 to allow the same to be connected at either end of the consist.

The modified consist of Fig. 7 forms a train 16 which utilizes a locomotive 57, four single axle cars 58 and a double axle car 59 on the end of the consist. Male coupling members 60 and female coupling members 61 are arranged as previously described and the positioning of the double axle car 59 on the end of the consist further illustrates the many variations which may be resorted to in forming a train from the type of standardized cars of the present invention. The double axle car 59, being provided with male coupling members 60 at each of its ends, is fully adapted for use in any position Within the consist including either of its ends. Regardless of the position of the double axle car 59, the consist will always be provided with similar exposed coupling members at its ends to allow interconnection with the power means for bi-directional operation.

In line with the advantages arising from standardization of car construction, the suspension systems utilized in each of the cars forming the consist of the present invention may be identical in construction. The suspension systems, of course, must be designed to compensate for a single axle car being placed in load-bearing relation with the wheel-supported end on an adjacent car. The :single axles exposed at the ends of the consist are held in a compensating manner by the weight of a locomotive or observation car.

The single axle standardized car design above described results in many improvements in lightweight train construction. In considering the improvements which have been discussed above it should be clear that there is no danger of improperly interconnecting single axle cars to form a complete train nor is any inconvenience created by use of a single axle car of the type described with existing train yard facilities and train make-up procedures. Obviously, a shop-connected three-car unit of the type described in Fig. 3 is not necessary to form a complete train. All that is required is the use of a self-supported car somewhere in the consist to provide load-bearing support to adjacent single axle cars, the adjacent single axle cars in turn providing load-bearing support to additional single axle cars which may be used in any number and to any extent desired.

The shop-connected three-car units have been illustrated and described merely for the purpose of illustrating one form of train consist nucleus which may be commercially provided to railroads. However, it should be borne in mind that the self-supported car is alone suflicient to form the nucleus of a consist and that where the self-supported car is provided at each of its ends with the same type of coupling member and the single axle cars are standardized in construction, the articulated consist will be of such a nature that the power source or locomotive may be connected at either of its ends and any number of the standardized single axle cars may be added on to either of its ends without breaking up the continuity of the coupling arrangement.

While the male and female type coupling members have not been fully described in detail as to their structural features, it should be obvious that any suitable type of mating coupling members may be used. Although the male and female electrical connectors have been illustrated as being positioned near the top of the cars, it should be clear that they may be mounted in any desired position as long as they are capable of being properly interconnected. It should also be understood that the structural features of these connectors may be varied considerably and it is merely intended by the present invention to make use of a suitable type of male-female connector capable of functioning in the manner described. The principles of the present invention, particularly as described in connection with the electrical system, may still further be utilized with respect t the iltterconnection of air braking systems, ventilation systems, water systems and the like between cars, thereby greatly simplifying the opera tional interconnection of a plurality of cars. The body design including the interior design as well as the provision of entrances therein with respect to the double axle and single axle cars described does not form a part of the present invention and obviously any desired designs may be utilized. While the various elements of importance in forming a train consist incorporating the principles of the present invention have been shown schematically, it is considered to be Well Within the skill of the art to provide specific functional elements capable of carrying out the objects of the present invention.

Obviously many modifications and variations of the invention as hereinbefore set forth may be made without departing from the spirit and scope thereof, and therefore only such limitations should be imposed as are indicated in the appended claims.

We claim:

1. A train consist including a plurality of cars interconnected by mating coupling members separately carried by adjacent cars, one of said cars being self-supported and being provided at each of its ends with corresponding coupling members, the remainder of said cars each being self-supported at only one of the ends thereof, the remaining ends of said last mentioned cars being couplersupported ends provided with coupling members adapted for mating with the coupling members carried by said first mentioned car, the self-supported ends of said last mentioned cars being provided with coupling members of the type carried by said first mentioned car for coupling in load-bearing relation with a coupler-supported end of a similar car.

2. A train consist including a plurality of cars interconnected by mating male and female load-transmitting coupling members separately carried by adjacent cars, one of said cars being self-supported and being provided at each of its ends With a male coupling member, the remainder of said cars each being self-supported at only one of the ends thereof, the remaining ends of said last mentioned cars being coupler-supported ends provided with female coupling members adapted for mating with the male coupling members carried by said first mentioned car, the self-supported ends of said last mentioned cars being provided with male coupling members of the type carried by said first mentioned car for coupling in load-bearing relation with a coupler-supported end of a similar car.

3. A train consist including a plurality of cars interconnected by mating male and female load-transmitting coupling members separately carried by adjacent cars, one of said cars being self-supported and being provided at each of its ends with corresponding female coupling members, the remainder of said cars each being selfsupported at only one of the ends thereof, the remaining ends of said last mentioned ears being coupler-supported ends provided with male coupling members adapted for mating with the female coupling members carried by said first mentioned car, the self-supported ends of said last mentioned cars being provided with female coupling members of the type carried by said first mentioned car for coupling in load-bearing relation with a couplersupported end of a similar car.

4. A train consist comprising a double axle car having an axle positioned near each of the ends thereof, and a plurality of single axle cars each having its axle positioned near an end thereof, said cars being interconnected by cooperating mating male and female load-transmitting coupling members in coupler-supported relation, said douhle axle car being provided at each of its ends with the same type of coupling member, said single axle cars being of a standardized construction to allow use of the same on either end of said double axle car and each being provided at the coupler-supported end with a type of coupling member adapted to cooperate with the coup-F ling members carried by said double axle car and at the axle-supported end thereof with an opposite mating type of coupling member.

5. A train consist comprising a double axle car having an axle positioned near each of the ends thereof, and a plurality of single axle cars each having its axle positioned near an end thereof, said cars being interconnected by cooperating mating male and female load-transmitting coupling members in coupler-supported relation, said double axle car being provided at each of its ends with a male coupling member, said single axle cars being of a standardized construction to allow use of the same on either end of said double axle car and each being provided at the coupler-supported end with a female coupling member adapted to cooperate with the male coupling members carried by said double axle car and at the axle supported end with a male coupling member.

6. A train consist comprising a double axle car having an axle positioned near each of the ends thereof, and a plurality of single axle cars each having its axle positioned near an end thereof, said cars being interconnected by cooperating mating male and female load-transmitting coupling members in coupler-supported relation, said double axle car being provided at each of its ends with a female coupling member, said single axle cars being of a standardized construction to allow use'of the same on either end of said double axle car and each being provided at the coupler-supported end with a male coupling member adapted to cooperate with the female coupling members carried by said double axle car and at the axlesupported end with a female coupling member.

7. A train consist comprising a three-car unit in combination with at least one single car, said unit including a center car provided with means for independent support and end cars connected to opposite ends of said center car and at least partially dependent on said center car for support, the exposed opposite ends of said unit being provided with similar coupling members adapted for mating in load-bearing relation with cooperating coupling members, said single car being self-supported only near one end thereof which end carries a coupling member similar to those carried by the exposed opposite ends of said unit, and a cooperating coupling member carried by the other end of said single car in mating and loadbearing relation with the coupling member carried by an end of said unit.

8. A train consist comprising a three-car unit in combination with at least one single car, said unit including a center car provided with means for independent support and end cars connected to opposite ends of said center car and at least partially dependent on said center car for support, the exposed opposite ends of said unit being provided with male coupling members adapted for mating in load-bearing relation with cooperating female coupling members, said single car being self-supported only near one end thereof which end carries a male coupling member similar to those carried by the exposed opposite ends of said unit, and a female coupling member carried by the other end of said single car in mating and load-bearing relation with the male coupling member carried by an end of said unit.

9. A train consist comprising a three-car unit in combination with at least one single car, said unit including a center car provided with means for independent support and end cars connected to opposite ends of said center car and at least partially dependent on said center car for support, the exposed opposite ends of said unit being provided with female coupling members adapted for a 10 mating in load-bearing relation with cooperating male coupling members, said single car being self-supported only near one end thereof which end carries a female coupling member similar to those carried by the exposed opposite ends of said unit, and a male coupling member carried by the other end of said single car in mating and load-bearing relation with the female coupling member carried by an end of said unit.

10. A train consist comprising a three-car unit in combination with at least one single car, said unit including a center car provided with means for independent support and end cars substantially permanently connected to opposite ends of said center car and at least partially dependent on said center car for support, the exposed opposite ends of said unit being provided with similar coupling members adapted for mating in load-bearing relation with cooperating coupling members, said single car being self-supported only near one end thereof which end carries a coupling member similar to those carried by the exposed opposite ends of said unit, and a cooperating coupling member carried by the other end of said single car in mating and load-bearing relation with the coupling member carried by an end of said unit.

11. A train consist including a plurality of cars interconnected by mating car and utility supply coupling members separately carried by adjacent cars, one of said cars being wheel-supported at each of its ends and being provided at each of its ends with corresponding coupling members, the remainder of said carseach being wheelsupported at only one of the ends thereof, the remaining ends of said last mentioned cars being coupler-supported ends provided with coupling members adapted for mating with the coupling members carried by said first mentioned car, the Wheel-supported ends of said last mentioned cars being provided with coupling members of the type carried by said first mentioned car and each being adapted for coupling with a coupler-supported end of a similar car, said car coupling members being connected in load-bearing relation.

12. A train consist including a plurality of cars interconnected by mating coupling members separately carried by adjacent cars, one of said cars being wheel-supported at each of its ends and being provided at each of its ends with corresponding coupling members, the remainder of said cars each being wheel-supported at only one of the ends thereof, the remaining ends of said last mentioned cars being coupler-supported provided with coupling members adapted for mating with the coupling members carried by said first mentioned car, said coupler-supported ends further being solely provided with intercar passageway enclosing means, the wheel-supported ends of said last mentioned cars being provided with coupling members of the type carried by said first mentioned car and each being adapted for coupling in load-bearing relation with a coupler-supported end of a similar car.

References Cited in the file of this patent UNITED STATES PATENTS Germany Sept. 10, 1938 

